System adapted for one or more electrically propellable vehicles (battery charging arrangement)

ABSTRACT

A vehicle-related system adapted for electrically driving a vehicle along a road-way. The vehicle has three sources of power: a vehicle-related power generator, a set of batteries and vehicle-external electric stations. The vehicle is provided with a current collector which is displaceable up and down and sideways in relation to the direction of transportation, in order to be brought into mechanical and electrical contact with elongated tracks positioned below the roadway and comprising a conductor adapted to be connected with an electric station. A circuit, determining instantaneous power content of the set of batteries, is adapted to connect the vehicle-external power source via a switch belonging to the electric station, in order to charge the set of batteries and/or to supply power to the vehicle motor via a control circuit, when the power content of the set of batteries is at a predetermined level of power, lying below a maximum power content, and a supply of power or voltage from the vehicle-external power source is available.

TECHNICAL FIELD OF THE INVENTION

This invention refers generally to an arrangement related to vehicles,specifically to such arrangement which is adapted to be able tohorizontally move and vertically elevate and lower contact means and/ora contact device, with each vehicle being adapted to a systemappropriate for electrically propellable vehicles and more particularlyto such system in which i.a. one or more batteries and/or a set ofbatteries for power adaptation and energy storage are intended forbattery charging and being able to propel the vehicle rolling along astretch of a roadway.

Systems of this type are based on utilizing a specifically designedstretch of the road or roadway wherein the upper surface of this stretchof the roadway exhibits at least one track, in the form of groove, andin which track one, two or more parallel electric conductors or stripswith a conductor surface may be placed under power or voltage aredisposed and which preferably are provided with uncovered anduninsulated contact surface sections.

In accordance with the instructions of the present invention such systemis to comprise; “a” a plurality of roadway sections or portionssubdividing the total stretch of the roadway and each allotted to one ormore electrically conductive surfaces, such as conductors or strips,said roadway portions being connectable, over a switch, to one or morestationary electric stations serving as a source of power or energy,external to vehicles so as thereof i.a. to charge batteries belonging tovehicles and/or sets of batteries intended primarily to propel thevehicle by means of said set of batteries along the stretch of theroadway and its roadway sections or portion and “b” one or more, over anindividual electric motor or a plurality of motors, propellablevehicles, wherein each of said vehicles is to exhibit a control circuit,controlling the power so as to create a chosen and required propellingeffect and/or a speed adaptation and/or control.

The invention is to be applied to stretches of roadways in the form ofpublic and private roads and along their road sections or portions butcan also find use in industrial systems having different requirements ofpower and energy.

The invention has the purpose i.a. of concurrently with power chargingof the set of batteries from the external source of energy supplying thepower and the energy which will be required for a chosen powerrequirement for driving the vehicle upwards and over an upwardly risingportion of the roadway.

More particularly the present invention refers to such system in which anon-railbound vehicle, such as a freight vehicle, while being drivenalong chosen roadway sections or portions with its set of batteriesallotted to the vehicle, can be supplied with supplementary power andenergy, such as from the external source of power or alternatively froma source of power related to the vehicle, such as a diesel generator.

In this regard the present invention proposes a “first” source of powerrelated to the vehicle, such as a diesel generator, a “second” source ofpower related to the vehicle, such as a battery set, and a “third”source of power separated from the vehicle and being disposedexternally, such as two or more conductor surfaces, such as conductorsor strips which may be placed under power and be included in tracks orgrooves in successive roadway sections or portions with the conductorsof a chosen roadway section being electrically insulated fromcorresponding conductors in an adjacent (preceding or succeeding)roadway section or portion.

The present invention is based on having two or more conductors builtinto one track or into individual tracks or grooves in their respectiveroadway sections or portions, with said track (not the conductors)extending continually from roadway section or portion to roadway sectionor portion.

The voltage which is allotted to these conductors can be an alternatingvoltage (AC-power) (with a vehicle-related rectifier) or a directvoltage (DC-power). In choosing a DC-power one of the conductors can bepositive, whereas the other conductor, can be negative and an additionalconductor can be allotted ground potential or zero potential, with thevehicle being operated at twice the value of the voltage.

With alternating voltage to the conductor of the roadway sections saidvoltage can to advantage be disposed in anti-phase and symmetricallyaround a ground potential or zero potential.

The motor intended for driving the vehicle can be of the DC-power typeor of the AC-power type, with a converter being connected prior to themotor in the latter case.

BACKGROUND OF THE INVENTION

Methods, arrangements, and structures related to the technical field andcharacter mentioned above are known earlier in a number of differentembodiments.

With regard to electrically propellable vehicles, the latter can toadvantage be categorized as “railbound vehicles” or as “non-railboundvehicles”.

“Railbound vehicles” are driven along their stretch of the roadway androadway sections on parallel rails disposed in their stretch of theroadway or on parallel rails laid open by sleepers or the like andguiding the fixed pairs of wheels of the vehicle.

“Non-railbound vehicles” are conveyed along their stretch of the roadwayand roadway sections or portions over a road and are driven along theroadway sections or portions by steering control equipment associatedwith the vehicle.

The present invention is based on and is intended to be used in thelatter category and technology and is intended to be applied primarilyto heavy trucks with or without connected trailers, wherein from PatentPublication U.S. Pat. No. 4,129,203-A a vehicle-related arrangement isknown for letting contact springs disposed beneath the vehicle bebrought upwards and downwards and sideways towards and to mechanical andelectrical cooperation with or away from cooperation with non-insulatedsurface sections of the electric conductors (14) subject to voltage andassociated with each roadway section or portion.

Utilizing an insulator (16) in a channel (18) which supports theconductors in the form of rails (14) is indicated here. A cover plate(20) provided with a slit (12) is removably attached to the upper andopposing wall portions of the channel (18), with this cover plate (20)being adjusted to a plane connecting to the upper surface (22) of theroadway section or portion.

FIGS. 2 and 3, respectively, in the mentioned Patent Publicationdescribe a vehicle-related table (98), to which an arm (10) is rotatablyattached (94, 96, 99). Sensors (30) allotted to table (98) generatesignals which with regard to their phase and magnitude indicate thedirection to and distance from an axis (99) of rotation to slit (12) inthe cover plate (20), which is based on changes in a generated magneticfield.

The table (98) and arm (10) can be driven over a designated mechanism(31) by a motor (32) between predetermined limits and limit switches(40, 41) positioned there.

Patent publication WO 93/10995-A discloses an earlier known system fordriving electrically controllable vehicles along a road and its roadwaysections or portions.

FIG. 9 in the mentioned patent publication clarifies the basic structureof the system.

It is instructed here that the extension (14) of the roadway and itsroadway portions are to be provided with electrically conductive roadsections (300 a-300 f), wherein a roadway section may be considered tocorrespond to a roadway portion.

The vehicle (310) has an electric motor (320) and two (312, 314) orthree (312, 312′ and 314, respectively) contact springs lying therebelowand being adapted for mechanical and electrical contact with theelectrically conductive conductors, whose lengths are adapted tocorrespond to a chosen length (identically equal lengths) for utilizedroadway sections or portions.

The electrically conductive conductors in the road sections (300 a-399f) are disposed after each other with an intermediately oriented freespace (302 a-302 e) so as thereby to prevent short-circuits inconsequence of dragging contact springs (312, 312′, 314).

All other road sections (300 b, 300 d, 300 f) are connected herecontinually to a reference voltage (ground potential), whereas theremaining road sections (300 a, 300 c, and 300 e, respectively) areeither directly connectable to a source (440) of DC-voltage or can beconnected over a connecting means (304 a, 304 b, 304 c) to anyappropriate electric power source (308), when a vehicle is in thevicinity.

When an embodiment having three contact springs is to be utilized thedistance between them is to be chosen such, that two or three contactsalways are in electric contact with two road sections exhibitingopposite polarities and that neither of the two contacts is to be ableto short-circuit the open space (302 a-302 e) between two adjacentlypositioned sections or portions.

For its function the system here requires specially structured vehicles(310), wherein the chosen distance between front (314) and rear (312,312′) contacts is to be identical and furthermore to be chosen somewhatgreater than the equal lengths of the roadway sections (300 b, 300 d).

Thus, specially structured vehicles with front and rear contacts arerequired and in which each one of the utilized road sections (300 a-300f) is to be chosen having equal lengths and are to be positioned behindeach other in the direction of motion of the vehicle with equal mutualfree and intermediately lying spaces (302 a-302 e).

The remainder of the Patent Publication shows the existence of a singleconductor or rail subjected voltage in a road section (Page 5, lines11-13) and that a vehicle is to attract a voltage to a roadway sectionlying in front (Page 5, lines 19-21; page 6, lines 7-10; page 8, lines28-32, respectively).

Furthermore it is indicated that bars or rails (16), which may besubjected to voltage, can be provided with side-positioned drainagetracks (page 9, lines 1-4).

Lack (or presence) of an activating signal is to be able to influence acontrol unit (38) (Page 8, lines 23-27, respectively).

The necessary distance between vehicle-associated contacts is disclosedin lines 17-20 of page 10, and utilizing activity-initiated radiosignals is suggested in lines 2-4 of page 11 and lines 1-16 of page 14,respectively.

Furthermore, in lines 21-23 of page 15 and lines 1-15 of page 16,utilizing a Hall-element (240) and connecting it to an amplifier (246)is suggested. Furthermore, alternatives thereof are illustrated in lines3-9 of page 17.

It is also known to have a vehicle driven electrically along a stretchof roadway by means of inductive transfer of energy active between avehicle and a roadway section and a road portion laying therebelow.

As examples of this known technology reference is also made to thecontents of Patent Publications U.S. Pat. No. 3,914,562-A and U.S. Pat.No. 4,007,817-A, respectively.

Patent publication WO 2007/056 804 A1 describes and discloses aplurality of means, devices and/or arrangements, which have relevancewhen evaluating the significant features related to the prior art andalso to the present invention. However, these means, devices and/orarrangements are only mentioned in general terms, and only a few or nosuggested structure is disclosed.

The contents of this patent publication will be described in thefollowing and coordinated under the following subsections;

-   -   a. Pairs of electrically conductive contacts or strips oriented        along a roadway.    -   b. Switching means to supply DC power to a roadway related pair        of electrically conductive contacts or strips. (DC network).    -   c. Vehicle related transmitter.    -   d. Vehicle related pick-up arms.    -   e. DC-voltage difference between roadway related conductors,        contacts or strips.    -   f. Orientation of the roadway related conductive strips.    -   g. Power supply system.    -   h. Detector means or arrangement.    -   i. Power supply to an adjacent pair of conducting strips.    -   j. Sensor arrangement.    -   k. Conditions for activating switching means.    -   l. Battery arrangements.    -   m. On-board charging engine.    -   n. Overload cut-off and re-close switch.    -   o. Safe conditions of bare electric roadway related electric        conductors or strips.    -   p. Use of DC voltage or AC voltage to supply power to the        roadway related electric conductors or strips.    -   q. Magnetic field sensor.    -   r. Snow plough and blower arrangements.    -   s. Electrical heating tape.        a. Pairs of Electrically Conductive Conductors or Strips        Oriented Along a Roadway.

It is suggested in the above-mentioned International Patent Publicationthat each pair of electrically conductive strips (members) beelectrically insulated from an adjacent and another pair of electricallyconductive strips, and wherein a vehicle traveling along said roadwaytravels over a first pair of electrically conductive strips and thentravels over a next adjacent pair of electrically conductive strips andso forth.

b. Switching Means to Supply DC Power to a Roadway Related Pair ofElectrically Conductive Contacts or Strips (DC-Network).

A source of direct current electricity (DC-network) is arranged toprovide a DC power to the roadway related pairs of electricallyconductive strips (members).

Switching means are operative to supply DC power to a pair ofelectrically conductive strips when a vehicle travels over that pair,said switching means being operative to turn off the supply of DC powerto a pair of electrically conductive strips, when no vehicle travelsover and along that pair of electrically conductive strips.

This improves the safety of the system as suggested (page 2, lines13-17) in that switching means are operative to supply DC power to saidpair of electrically conductive strips (members) only when a vehicletravels over that pair, the switching means being operative to turn offthe supply of DC power to a pair of electrically conductive strips whenno vehicle travels over that pair of electrically conductive strips.

Said Patent Publication further mentions (page 1, lines 7-21) a priorart system for the universal use of electrically powered roadwayvehicles. A system of this kind uses a succession of 20 meter longcopper strips, fixed onto a roadway surface. The respective 20 meterlong copper strips were positioned end to end along each lane of theroadway and were electrically isolated from each other.

Alternating current electric power (AC-network) was applied to eachsection or portion.

c. Vehicle-Related Transmitter.

When an appropriate electrically powered vehicle travels over therespective sections of copper strip, a transmitter, mounted to thevehicle, turns on the power supply to that section of copper strips,where the vehicle is traveling over.

d. Vehicle Related Pick-Up Arms.

Electrically operated pick-up arms on the vehicle are adapted to contactthe copper strips and to obtain electricity from the roadway-relatedcopper strips.

This electricity from the copper strips is used to run a vehicle-relatedelectric motor on board the vehicle (and also to activate vehicleaccessories and, optionally, to recharge batteries on the vehicle).

The electricity supply to each copper strip is only turned on during 1.5seconds, i.e. the time period during which the vehicle passes over thatsection of copper strips.

In the absence of a signal from a vehicle, the power to that section ofcopper strip remains off.

In order for the vehicle to be able to pick up electric power from theroadway-related conductors or strips positioned onto the roadwaysurface, the vehicle may be provided with a pick-up arm, located underthe vehicle body.

The pick-up arm may comprise a flat plate hinged to the underside of thevehicle.

Two pick-up carbon brushes may be bonded to the plate, for example by anepoxy resin or adhesive.

Leads carry the power from/to each brush to the vehicle (to the motorcontroller and battery pack of the vehicle). (Page 7, lines 8-13)

The pick-up arm may be retracted and extended automatically.

For example, if the vehicle detects that it is traveling over a pair ofelectrically conductive strips (members), the pick-up arm may beautomatically extended downwardly such that the brushes contact theelectrically conductive strips.

In one embodiment, the electrically conductive arm is operated such,that if power is lost for more than a predetermined time period, such asfrom one-half to one second, the pick-up arm is automatically retracted.(Page 7, lines 14-19)

Vehicles traveling over the pairs of copper strips must be able to pickup electric power from those strips.

A large number of different designs may be used in this regard. However,one possible design is shown with reference to FIG. 2.

In FIG. 2 a vehicle 50, having wheels 52, 54, is provided with a plate56. Plate 56 may for example be approximately 1.620 mm wide and 100 mmlong.

The plate 56, as shown in FIG. 2, stretches approximately across thefull width of the vehicle.

The plate 56 may be provided with one or more holes to enable air topass therethrough to reduce the amount of down force acting on the platewhen the vehicle is traveling.

The plate 56 carries two electrically conductive brushes 58, 60.

A gap 62 is located between the brushes 58, 60.

As an example, each brush may be 800 mm wide and the gap may be 20 mmwide.

The gap 62 may be filled with an electrically insulating material,suitably an insulating material that is somewhat soft and can yieldwithout breaking, should it contact an object. (Page 14, lines 7-18)

The use of a wide pick-up plate eliminates the need for a lateraltraversing mechanism for the pick up arm.

It also eliminates the need for any device to detect the vehicle'slateral position in relation to the electrically conductive strips.

All a driver has to do to achieve initial contact, is to drive along theelectrically conductive strips somewhere within the vehicle's track andmove the pick-up arm to the down position.

Contact will be maintained so long as the electrically conductive stripsremain within the vehicle track.

Automatic steering may be used to assist in this regard on a longerdrive. (Page 14, lines 27-30, page 15, lines 1-2)

The brushes 58, 60 must be able to be lowered onto the strips orretracted against the underside of the vehicle.

To this end, the brushes are mounted on a pair of pantograph arms 64,66.

The pantograph arms keep the plate 56 (and therefore the brushes 58, 60)horizontal.

Appropriate electrical connections may be provided to enable theelectrical power picked up from each of the brushes 58, 60 to betransferred to the vehicle.

The pantograph arms may carry appropriate electrical cables to transferelectric power from the brushes to the vehicle. (Page 15, lines 4-10)

e. DC-Voltage Difference Between Roadway Related Conductors, Contacts orStrips.

It is further suggested (Page 2, lines 18-22) that preferably a DC powerwith its voltage exposes a difference between each conductor or strip ina pair of conductors and that said voltage does not exceed 600 volts.More preferably, the DC power and its voltage difference between eachconductor in a pair of conductors or strips do not exceed about 450volts. Suitably, each conductor is at a voltage relevant to earth thatdoes not exceed plus or minus 250 volts, more preferably not exceedingplus or minus 225 volts.

f. Orientation of the Roadway Related Conductive Strips.

The electrically conductive strips may be positioned on the roadwaysurface such that they are insulated from each other and from earth (theroad surface). Suitably, the electrically conductive strips are laidonto an adhesive insulating base, which insulates them from each other.

The electrically conductive strips may be bonded to the roadway surfaceby an epoxy adhesive. Alternatively, the electrically conductive stripsmay be bonded to tiles that are then placed in or on the roadwaysurface.

g. Power Supply System.

The power supply system comprises a series of separate, electricallyinsulated but electrically conductive strips.

Each pair or strips represent a power supply section.

Each pair of strips may be provided with a dedicated source of DC power.

Alternatively, a source of DC power may provide direct currentelectricity to two or more pairs of strips.

h. Detector Means or Arrangement.

The switching means is suitably operatively associated with a detectormeans for detecting the presence of a vehicle, either about to move ontoa pair of conductors or strips or on a pair of conductors.

For example, the coded signal may comprise an oscillating voltagesimilar to that used by utility companies for control purposes.

Such a control signal may have a frequency in the order of 400 kHz and avoltage of up to about 4 to 20 volts.

It will be understood that the coded signal may utilize differentfrequencies and different voltages from those given above. (Page 4,lines 19-29)

When one roadway section of conductors or strips is turned on, a controlsignal may be sent to the power supply for the next section ofconductors, along the path of travel of the vehicle.

This control signal, sent to the power source for the next section ofconductors or strips, is used to turn on the power supply to the nextsection of conductors, either shortly before or just as the vehiclearrives at the next section of conductors.

Alternatively, the control signal sent to the next section of conductorsor strips may turn on the power supply to that next section ofconductors at a predetermined time after the power supply to the firstset of conductors or strips is activated.

In order to detect the arrival or imminent arrival of a vehicle in asection of copper strips, the vehicle may be provided with a codedsignal that becomes superimposed on the strips when the vehicle travelsover a section or portion of the copper strips and the brushes on thevehicle are in contact with the strips.

The coded signal is received by a detector associated with acorresponding transformer station.

The detector actuates the switching of power up to that particularsection of the strips.

i. Power Supply to an Adjacent Pair of Conductive Strips.

The power supply to the next set of conductor means or strips ismaintained, provided that the next set of conductors or strips detectsthat the vehicle enters the next set of conductors or strips within aspecified time period after the power supply to the next set ofconductors or strips has been turned on.

In this way, if the vehicle turns off the roadway and therefore does notenter the next set of conductors or strips, the next set of conductorsor strips will not detect the presence of the vehicle and therefore willshut off the power supply shortly after it has been turned on.

In this embodiment, the adjacent sections of conductors “talk” to eachother and interact with each other to turn on the power supply to eachroadway section with its strips either just before or just as a vehiclearrives at each section.

j. Sensor Arrangement.

A sensor arrangement may be located towards the “downstream” end of eachpair of strips.

The sensor arrangement may, for example, be a current flow sensor,positioned below or adjacent to one of the electrically conductivestrips.

When a vehicle is near the end of a roadway section (of electricallyconductive strips), the sensor will sense the resultant current flow andthen send a signal to the next section of electrically conductive stripsto turn on the electricity supply to the next section in “anticipation”of the imminent arrival.

This signal may be sent via cable. The “anticipatory” signal is validfor a short time only, say 2 seconds, and if a vehicle has not arrivedat the next section within that time, the next section is turned off.

k. Conditions for Activating Switching Means.

The switching means may be arranged such that the signal, that is usedto turn on the next pair of conductive strips, must be larger than apredetermined minimum value in order to activate the switching means andturn on the next pair of conductive strips.

In this manner, if the next pair of conductive strips is subject toconditions of high electrical leakage, the signal will be lower than theminimum required to turn on the next pair of strips.

This is effective to minimize excessive electrical leakage which couldlead to unacceptable power wastage and/or to damage to thetransformer/rectifier. (Page 4, lines 28-29, page 5, lines 1-4).

The use of a coded signal also allows for the possibility of enhancedoperation and safety by incorporating an electricity leakage test intothe apparatus.

In these instances, an electrical leakage detection means may beprovided to prevent the next section of conductors or strips fromturning on.

Detection of electrical leakage may occur by requiring the coded signalsuper-imposed on each section of conductors or strips to exceed apredetermined activation threshold value before the next section ofconductors or strips will be turned on.

In this fashion, superimposing the coded signal onto the conductors orstrips will result in the coded signal representing the criteria notexceeding the predetermined threshold value if conditions of highelectric leakage are present. Thus, the next section of conductors orstrips will not be turned on in such situations. (Page 8, lines 15-28)

l. Battery Arrangements.

The vehicle may be provided with one or more batteries to store electricpower or energy.

The batteries may be charged using electricity received from the roadwayrelated electrically conductive strips.

In some embodiments, the DC voltage of the electrically conductivestrips is such that it is equal to the normal charging voltage of eachbattery pack in the vehicle.

This allows for the vehicle motor to have an essentially seamlesstransition to and from battery and on-road conductors or strips,whenever there is a break and then a resumption of the on-roadconductors or strips. (Page 6, lines 29-30, page 7, lines 1-5)

m. On-Board Charging Engine.

The vehicle may alternatively or additionally be provided with one ormore of an onboard charging engine or a regenerative braking system toallow for recharging of the batteries. (Page 7, lines 6-7)

n. Overload Cut-Off and Re-Close Switch.

Each transformer may have an overload cut-out and re-close switch.

This switch suitably operates on the DC side of the transformer and arectifier.

Each DC output line from the transformer and rectifiers may haveindependent overload switches.

The overload cut-out and re-close switches may be set such that if threere-close attempts are unsuccessfully made, the section is shut down anda signal is automatically sent to the control panel to indicate a fault.

Vehicles may then proceed across this dead section using an on-boardbattery power system. (Page 12, lines 10-16)

o. Safe Conditions of Bare Electric Roadway Related Electric Conductorsor Strips.

A question may be raised as to whether bare electric conductors orstrips onto a road surface can be safe? In the system here proposed,they are safe.

In particular, the present invention uses mains power but delivers DCvoltage at relatively low volts.

Moreover, each copper conductor or strip is insulated from the roadwaysurface and from the other copper conductor or strip in its respectivepair.

Thus, standing on one of the conductors or strips will not complete anycircuit and therefore little or no current will flow through a personstanding on one of the copper conductors or strips.

Further, the DC voltage supply to the conductors or strips is created bytransforming and rectifying high voltage, three-phase (alternatingcurrent) AC-power, to give a positive DC-power to one conductor or stripand an equal negative DC-power to the other conductor or strip in eachpair of conductors or strips. (Page 12, lines 19-20)

p. Use of DC Voltage or AC Voltage to Supply Power to the RoadwayRelated Electric Conductors or Strips.

The use of DC voltage rather than AC voltage contributes to theelectrical safety of the system.

The actual DC voltage that is supplied to the pairs of copper conductorsor strips will depend upon several factors.

For example, the lower the standard DC voltage selected, the lower willbe the perceived electrical safety risk, the lower will be the actualenergy leakage, when a roadway is wet and the conductors or strips areon and the fewer the number of battery cells in each vehicle to providean on-board power supply.

On the other hand, the weight of copper conductors or strips and/or thenumber of transformers needed for the on-road installation is inverselyproportional to the square of the standard voltage.

That is to say, other things being equal, if the voltage is halved, theweight and cost of copper material needed will rise fourfold.

It has been found that possible standard voltages may lie anywherebetween about 100 and 600 DC voltage. (Page 12, lines 3-12)

q. Magnetic Field Sensor.

An array of magnetic field sensor may be placed across front and rear ofthe vehicle (Page 20, lines 3-9) to sense the position of the conductivestrips.

r. Snow Ploughs and Blower Arrangements.

The use of snow ploughs and blower arrangements is also suggested. (Page21, lines 28-30.)

s. Electrical Heating Tape.

It is also suggested the use of an electrical heating tape beside eachconductor or strip to aid the clean removal of snow and ice in wintertime. (Page 22, lines 1-3.)

The present invention intends to concentrate on a vehicle-relatedcontrol unit and a vehicle related battery charging system, so as to beable to coordinate the utilization of a “first” and a “second” source ofpower or energy belonging to a vehicle, such as a diesel generator and aset of batteries, and a “third” source of power or energy arrangedexternal to the vehicle and arranged along the stretch of a roadway andits roadway sections or portion and having upwardly open tracks orgrooves connected to each other, from one roadway portion, to anadjacent roadway portion, and with one, two or more parallel electricconductors with bare contact surfaces introduced within said grooves inits roadway sections or portions and electrically insulated from eachother.

DISCLOSURE OF THE PRESENT INVENTION Technical Problem

If the circumstance is considered, that the technical considerationsthat a person skilled in the relevant technical art will have to carryout in order to offer a solution of one or more posed technical problemsare on the one hand initially a necessary insight into the measuresand/or the sequence of measures which are to be performed and on theother hand a necessary choice of the one or several means which arerequired, the following technical problems must be considered to berelevant in consequence hereof in producing the present subject ofinvention.

Considering the earlier standpoint of technology, as it has beendescribed above, it should therefore be seen as a technical problem tobe able to understand the significance of, the advantages related toand/or the technical measures and considerations which will be necessaryin an adapted system for conveying an electrical, and by i.a. one ormore batteries in a set of batteries, conveyable vehicle along a stretchof a roadway and its roadway portions wherein said system is tocomprise; “a” a plurality of road sections or portions for subdividingup the stretch of the roadway, wherein each one of these roadwayportions is allotted one or more elongated tracks or slits havingintroduced therein current supplyable and under voltage placeableelectrically conductive conductors or strips, connectable over a switchto one or more power sources as stationary electric stations, serving asan external source of power (designated as a “third” source of power inthe following) of the vehicle so as to thereby i.a. charge said set ofbatteries associated with the vehicle, which set is to be able to propelthe vehicle directly along the roadway sections, and “b” one or morevehicles, propellable over an individual electric motor or motors, andwherein the respective vehicle exhibits a control circuit, controllingthe necessary power for creating necessary power and/or speed control,indicating the possibility of utilizing equal or different lengths ofparallel electric conductors or strips, which may be subjected toelectric power or voltages, related to mutually electrically insulatedroad sections so as to therein offer a possibility of choosing thelengths of the conductors and road sections in response to establishedrequirements of a “continuous” supply of energy to the vehicle and itsset of batteries and wherein the lengths of the respective roadwaysection to advantage can be chosen considerably longer than the totallength of the vehicle, so that no adaptation of the lengths of the roadsections to any standard lengths of the vehicles will be required, suchas in known technology.

There is a technical problem or a technical consideration in being ableto understand the significance of, the advantages related to and/or thetechnical measures and considerations which will be necessary forindicating that a vehicle-related control unit is adapted to control theactivation of each of the three power sources, that said control unit isrelated to a circuit, determining the instantaneous power content of thebattery setup, that said control unit is related to a switching means,adapted to accept a connection of the external power source to saidmotor, during time sequences when said external power source is active,that said control unit is, during time sequences when said externalpower source is inactive, adapted to connect the battery set up and/or avehicles-related power generating means to said motors, that saidcontrol unit is related to a circuit adapted to control said switchingmeans in dependency of; actual road portion, adapted speed of thevehicle, the weight of the vehicle, and the actual power allotted tosaid vehicle, via said external power source, and/or that said controlmeans related to said circuit, is adapted in a charging system, relatedto a vehicle as mentioned above, the utilization of a circuit,determining the instantaneous content of power of the set of batteriesand having this circuit adapted to be able to determine eachpredetermined level of power lower than a maximized content of powervalid for said set of batteries, and in an occurring power of voltagefrom the “third”, external power source, connecting this external powersource over a switch allotted to the power source and allotted to aroadway section or portion for charging the set of batteries and/or forpower and energy feeding said motor over said three power sourcescontrolling circuit.

There is a technical problem or a technical consideration in being ableto understand the significance of, the advantages related to and/or thetechnical measures and considerations which will be required for havinga connection of the external “third” source of power adapted todirectly, over a power sources controlling circuit, supply the motor orengine and solely when necessary, evaluated by the circuit determiningthe power content, having the set of batteries supplementary loaded orcharged or vice versa.

There is a technical problem or a technical consideration in being ableto determine the significance of, the advantages related to and/or thetechnical measures and considerations which will be necessary for, infinding a lacking feed power or voltage from the external source ofpower or energy and at a predetermined low level of power, evaluated bythe circuit determining the power content, letting said circuitdetermining the power level and activate a “first” power source,belonging to the vehicle, for a vehicle-internal generating of a feedpower or voltage to the motor.

There is a technical problem or a technical consideration in being ableto understand the significance of, the advantages related to and/or thetechnical measures and considerations which will be required for lettingthe circuit, determining the content of energy or power, at apredetermined lowest level of power, be adapted to activate both thevehicle internal “first” source of power, and as the vehicle external“third” source of power.

There is a technical problem or a technical consideration in being ableto understand the significance of, the advantages related to and/or thetechnical measures and considerations which will be required for, infinding a lack of feed power or voltage from the external “third” sourceof power and in a predetermined definite lower or lowest level of power,letting the circuit determining the level of power activate the “first”source of power allotted to the vehicle for generating a feed power orvoltage to the motor belonging to the vehicle.

The Solution

As its starting point this invention utilizes the known technologyindicated by way of introduction and is based on a vehicle-relatedcontrol unit and a vehicle-related battery charging system for adaptingin an electrically, i.a. by one or more batteries or a set of batteries,conveyable vehicle being driven along a stretch of a roadway and itsassociated roadway sections or portions, this system may comprise; “a” aplurality of roadway sections or portions subdividing the extension orstretch of the roadway, wherein each one of these road section orportion is allotted one or more elongated tracks, grooves or slots,having introduced therein conductor bare surfaces, such as conductors orstrips, which may be supplied with power of current and which may beplaced under voltage by means of a switch to one or more power sourcesexternal to the vehicle, such as electric stations, so as to thereby beable to charge said set of batteries allotted to the vehicle, butprimarily over said set of batteries driving the vehicle along theextension of the roadway and its roadway portions, and “b” one or morevehicles which may be driven by an electric motor or motors and whereinthe respective vehicles exhibit a power control circuit for requiredpower, adapted for creating a required power and/or speed control,wherein said vehicle, on its underneath side, is provided with an up anddown and sideways, respectively, counted crosswise to the direction oftransportation of the vehicle, displaceable contact means and in whichsaid elongated tracks, grooves or slots extend along the roadway and theroadway sections or portions and wherein said contact means iscoordinated with a vehicle related control equipment or an arrangement,for creating an adaptation of the contact means at least to offermechanical and electrical contact to said conductor or strip, whereincoordination between the voltage-carrying conductors allotted to theroad sections or portions and the contact means of the vehicle occursover coordinated current removers, such as in the form of contactsprings, adapted for a mechanical and electrical cooperation withrespective ones of the voltage-carrying conductors or strips.

The present invention has the purpose of indicating that avehicle-related energy distributing and three sources controllingcircuit unit is adapted to control the activation of each of the threepower sources, that said control circuit is related to a circuit,determining the instantaneous power content of the battery set up, thatsaid control circuit is related to a switching means, adapted to accepta connection to the external power source to said motor, during timesequences when said external power source is active, that said controlcircuit is, during time sequences when said external power source isinactive, adapted to connect the battery set up and/or avehicles-related power generating means to said motor, that said controlcircuit is related to a circuit adapted to control said switching meansin dependency of; actual road portion, adapted speed of the vehicle, theweight of the vehicle, and the actual power allotted to said vehicle viasaid external power source, and that said control means, related to saidcircuit is adapted in a charging system as mentioned above and alsobased on the mentioned prerequisites indicating that a circuit,determining the instantaneous content of power of the battery set, is tobe adapted, in determining each predetermined level of power lower thana power content maximized to the battery set up and in an occurringsupply power or voltage from the external “third” source of powerconnecting the external source of power over a switch allotted to saidpower source, for offering a charging of the set of batteries and/oralso for offering power and energy supply to said motor over saidcontrol circuit controlling said power.

As proposed embodiments of the system mentioned above it is indicatedthat a connection of the external “third” source of power is to beadapted, over the control circuit controlling the power, directly tofeed the motor and solely when necessary, evaluated by the circuitdetermining the power content, having the battery set up supplementarycharged or vice versa.

It is also indicated that when a lack of feed power or voltage occursfrom the external source of power and at a predetermined low level ofpower, evaluated by the circuit determining the content of the level ofpower, is to be permitted to activate a “first” source of power onlyallotted to the vehicle for generating a feed power or voltage allottedto the vehicle.

The circuit determining the content of power at a predetermined lowestpower level is adapted to activate both the “first” source of powerinternal to the vehicle and the “third” source of power external to thevehicle.

In determining a lack of feed power or voltage from the external “third”power source and at a predetermined lower or lowest level of powerletting the circuit, determining the level of power, activate the“first” source of power, allotted to the vehicle, for generating a feedpower or voltage allotted to the vehicle and internal to the vehicle.

Advantages

The advantages which primarily must be considered to be characterizingof the present invention and the specific significant characteristicsallotted thereby are that prerequisites thus have been created for, in avehicle-related power control circuit and a vehicle-related batterycharging system letting the motor of the vehicle be driven electricallyby one or more batteries, such in the form of a set of batteries, alonga stretch of a roadway, in accordance with the preamble of claim 1,showing that the vehicle is to be provided with a control circuit,determining the power content of the battery set and in response to anevaluated value related to said power or energy content connecting a“third” source of power, external to the vehicle, and/or a “first”source of power, internal to the vehicle, as power and energy help to a“second” source of energy, internal to the vehicle, in the form of theset of batteries.

The primary subject matter of a control circuit related to a vehicle, inaccordance with the present invention, is disclosed in thecharacterizing portion of the following patent claim 1.

SHORT DESCRIPTION OF THE DRAWINGS

Prior art and the presently proposed embodiments, exhibiting thesignificant characteristics related to the present invention, will now,as an example, be described more specifically with reference to theaccompanying drawings in which;

FIG. 1A shows a perspective view of a vehicle, illustrated as a FordModel A, converted to being battery powered and having an electricallypowered engine or motor, a control circuit, controlling the power forspeed control and adaptation to an instantaneously acting load andnecessary power as well as a control arrangement or control equipment,intended for use in driving and steering the vehicle,

FIG. 1B shows a perspective view of a truck with a trailer and with acontrol circuit controlling the power, in accordance with the basicprinciples of FIG. 1A,

FIG. 1C shows in an overview that two vehicle-related power sources, a“first” one (“I”), a diesel generator, a “second” one (“II”), a batteryor a battery set, and a “third” one (“III”), an external source of powerto the vehicle, feeding electric power to parallel conductor surfaces,such as rails or strips, which may be subjected to power or voltage andwhich surfaces are arranged in continuous grooves in a roadway, andcoordinated to a vehicle-related control circuit, which in response to anecessary supplied power to an electric motor makes possible theselection of all or a combination of the power-feeding sources ofenergy, wherein the power control is illustrated here as a throttle,having its motion related to a control circuit “R2”,

FIG. 1D illustrates a P/t-diagram (power/time) wherein full power orreduced power is to be transferred over the control circuit to thevehicle, to pass along a roadway, its roadway sections or portions andits conductors or strips,

FIG. 2 basically shows an electric arrangement related to a vehiclehaving a control equipment for controlling a current collector orcommutator arranged against electric contact surfaces, with pairedconductors shaped as rails or strips for enabling parallel operation ofan electric vehicle-related motor from one or both of the two powersources (“first” and “second” ones) related to the vehicle and/or from astationary (“third”) source of power related external to the vehicle ora peripheral (“third”) source of power,

FIG. 3 shows an end view of a vehicle with its downwardly directedcontact means as current collectors, in the form of sliding contacts, incooperation with two individual contact surfaces, as conductors, stripsor rails, allotted to the roadway section or portion and being underpower or tension,

FIG. 4 shows an example of an electric arrangement in which a number ofroadway sections or portions are provided with parallel contactsurfaces, as conductors or strips under power or tension, each one beingconnectable over a switch to its vehicle external or peripheral electricstation and in which roadway section or portion after roadway section orportion may be activated and are placed under power of voltage byactivating a coupling means or a switch over a control unit, as saidvehicle passes roadway section after roadway section,

FIG. 5 illustrates, in the form of a block diagram, a vehicle-relatedcharging system, in accordance with the instructions of the presentinvention, said system having a first control circuit, controlling thepower, a set of batteries and a circuit, determining the power contentsof the set of batteries, and a second control circuit for coordinatingthe activation based on time and the control of the external source ofpower or energy for supplementing and charging the set of batteries,

FIG. 6 shows a coordination of specific circuit arrangements, includedin the control circuit and in the form of a block diagram,

FIG. 7 shows, similarly to FIG. 1D, a diagram of power/time illustratingthe instantaneous output of power of a vehicle passing roadway sectionsor portions after roadway section or portion and

FIG. 8 shows in a block diagram a vehicle-related control unitillustrated in cooperation with a vehicle external roadway section orportion and its power station.

DESCRIPTION OF THE PRESENTLY PROPOSED EMBODIMENTS

By way of introduction it shall be mentioned that in the followingdescription of presently proposed embodiments exhibiting the significantcharacteristics related to the invention and being clarified by thefigures, illustrated in the accompanying drawings, we have chosen termsand specific terminology with the purpose of thereby primarilyclarifying the concept of the actual invention.

However, in this connection it should be noted that the terms chosenhere shall not be seen as limiting solely to the terms utilized andchosen here and it should be understood that each such chosen term is tobe construed so that it in addition will be able to include alltechnical equivalents which operate in the same manner or essentiallythe same manner so as thereby to be able to achieve the same oressentially the same purpose and/or the same technical result.

Thus, with reference to the accompanying drawings the basicprerequisites of the present invention are shown schematically and indetail, with the significant characteristics related to the inventionbeing concretized in consequence of the now proposed and in thefollowing more specifically described embodiments.

Thus, FIG. 1A shows a system “S” adapted for driving an electrically,and by one or more batteries or a set of batteries, propellable vehicle1 along a stretch of a roadway 2 and its roadway sections or portions 2a 1 and 2 a 1′. (FIGS. 1 and 4).

Exteriorly the vehicle 1 consists of a Ford Model A, but this isconverted to a battery powered vehicle, having a continuous access to anexternal “third” source of power or energy, which here is designated“III” and “s1” for a stationary station.

The vehicle 1 according to the invention is also to comprise a not shownsteering arrangement 3 or steering equipment so that a driver “F” (notshown) can drive and steer the vehicle 1 along said stretch of roadway 2and its road section or portion 2 a 1.

Vehicle 1 would also be able to include a gear box and other parts andcomponents which are required for advancing the vehicle, but as theseparts are well-known to a person skilled in the art they will not bedescribed in detail.

However, an electrically driven vehicle 1 does not need a gear box asspeed control and adapted power can occur over known electric andelectronic circuits.

In the same manner as FIG. 1A, FIG. 1B shows an electrically propellabletruck 1 b with a connected trailer 1 c along the stretch of roadway 2and 2 a and its associated roadway section or portion 2 a 1.

FIG. 1C clearly shows two vehicle-related and vehicle-associated sourcesof power, which here are designated “I” and “II”, a “first” one in theform of a diesel generator “G”, a “second” one in the form of a batteryor a set of batteries “B”, and a “third” one “III” in the form of asource of power, positioned externally of the vehicle 1, here taking theform of parallel conductive surfaces 4 a, 4 b, such as conductors, railsor strips, which may be subjected to power or voltage over its switchingmeans or “Switch”, and introduced into tracks, grooves and/or a cavityalong each roadway section or portion along the entire stretch of theroad 2 and 2 a.

In FIG. 1C the three sources of power are coordinated to avehicle-related power control circuit 100, which in response to a powersupplied to an electric driving motor 5 chooses all or a combination ofthe three power feeding energy sources “I”, “II” and “III”,respectively. Here the power control is illustrated as a throttle 100 a,the movement of which upwards and downwards, is connected to a controlcircuit “R2” in said power control circuit 100, which in turn is relatedto a circuit “R1”, distributing power and energy between the three powersources.

In a P/t (power/time) diagram FIG. 1D illustrates how full power orreduced power can be distributed and transferred for passage of thevehicle 1, 1 b along different roadway sections or portions 2 a 1 of aroadway or stretch of a roadway 2 with the help of said circuit “R1” andcontrol circuit “R2” and the power control circuit “100”.

Between time slots or moments t₁-t₂ it is basically illustrated how acomplete removal of power from the three power sources “I”, “II” and“III”, respectively, can be carried out, with the power taken out fromthe power source “I”, “G”, illustrated at the top, the power taken outfrom power source “II”, “B”, illustrated there below, and the powertaken out from power source “III”, “s1” (42), illustrated at the bottom.

Reduced removal of power from power sources “I” and “II” is basicallyillustrated between the moments of time t₃-t₄, whereas power source“III” is shown completely disconnected in this case.

Reduced removal of power from power sources “II” and “III” isillustrated basically between the moments of time t₅-t₆.

During this time period t₅-t₆ full power can be achieved from powersource “II”, “B” and a small surplus can be permitted to be fed to themotor 5 and trickle charge of the battery set “II”, “B”.

The invention is based on that the set of batteries “B” and the “second”power source “II” but particularly the “third” power source “III”primarily shall, over the distributing circuit “R1”, supply motor 5 withpower and for this purpose the set of batteries “II”, “B” will have tohave stored power and apart from this will have to be dimensioned so asto drive motor 5 at full power.

The set of batteries “II”, “B” is primarily to be trickle charged viapower source “III”, “s1” and secondarily to be trickle charged orcharged over power source “I”, “G”.

The power or energy from power sources “I” and “III” can be chosen to be5-30% of the power or energy associated with power source “II”, “B”,such as around 25%.

The supply power or voltage to motor 5 can be chosen to +400 VDC and−400 VDC, i.a. the voltage value of 800 VDC is to be fed to the motor 5.

System “S” in FIG. 1A is then primarily to comprise “a” one or more overan individual electric motor 5 or motors electrically powerable vehicles1, 1 b, with respective vehicle exhibiting a power distributing and/orcontrolling control circuit “R1”, within said power control circuit 100,and for creating a necessary power and/or a speed control, via a controlcircuit “R2” and a throttle arrangement 100 a.

The necessary output power is to be supplied primarily by thevehicle-internal power source of energy “II”, “B”, which secondarily isto be placed under trickle charging from the “third” power source ofenergy “III”, “s1”.

The stretch of a roadway 2 is in FIG. 4 shown divisible into roadsections or portions 2 a (2 a 1, 2 a 2, 2 a 3); 2 b (2 a 1′, 2 a 2′ and2 a 3′), wherein each one to advantage can be allotted to an externalpower source “III”, which here is illustrated as a number of electricstations “s1”, “s2”, “s3”; “s1′”, “s2′”, “s3′”.

Of the “third” power source “III”, “s1”, external to the vehicle 1and/or the “first” power source “I”, “G”, associated with the vehicle,one or both can thereby be utilized for supplementary charging the setof batteries “II”, “B” of the vehicle 1, during an adapted time sequenceof power removal from this set of batteries.

Within the scope of the invention there is also the possibility of inaddition to driving the vehicle 1 via the set of batteries “II”, “B” andin supplementary charging the set of batteries “II”, “B” along the roadsections or portions and the stationary electric station “s1” or any ofthe third power source of energy “III”, any additional necessary powerand energy for driving the vehicle 1 over a road section or portion 2 a1 can be supplied via power source “I”, “G” associated with the vehicle.

FIG. 2 basically shows an electrical/mechanical switching arrangement“K” related to a vehicle 1, (1 b) in a schematically illustratedvehicle-related arrangement in the form of control equipment 10 forcontrolling a contact member or a current remover or collector 4,associated with the vehicle 1, and to an electric contact with pairs ofcontact surfaces, as leads or strips, which may be placed under power orvoltage and in the form of rails or strips 4 a, 4 b for the possiblecommon driving in parallel of an electric motor 5 from the set ofbatteries “II”, “B” and/or from the stationary station “III”, “s1”and/or from the diesel generator “I”, “G”.

In this case current remover or collector 4 is related to a support 6which may be displaced upwards and downwards vertically by means of afirst electric auxiliary motor 7 and may be moved sideways back andforth by a second electric auxiliary motor 8.

The means and the control of auxiliary motors 7, 8, which are requiredfor this movement with the assistance of sensors, are not shown indetail.

Both auxiliary motor 7 and auxiliary motor 8 may be activated in amovement directed forward and backward, wherein a first motion isactivated over a first signal on a first conductor 7 a and a firstsignal over a first conductor 8 a, respectively, whereas a second(opposite) motion is activated by means of a second signal overconductors 7 a and 8 a, respectively, while the instantaneous settingpositions of motors 7, 8 and support 6 are evaluated by one or more, notshown, sensors and are indicated by means of a generated signal on asecond conductor or lead 7 b and 8 b, respectively.

These signals on the first conductors 7 a, 8 a are generated in acentral unit or a power control circuit 100 having a control equipment10, and signals on the second conductor 7 b and 8 b are generated in thesame central circuit 100, while utilizing position sensors (not shown).

Said power control circuit 100 with control equipment 10 is a complexunit, which i.e. over a sensor 16 is to be able to sense the existenceof and the orientation of conductor surfaces, as conductors or strips 4a, 4 b, and thereafter lower the current remover or collector 4 by meansof auxiliary motor 7 to electric contact with these two conductors 4 a,4 b, which here are illustrated as being placed under voltage.

Over a connection 10 a to power control circuit 100 and its controlcircuit “R2” the power and energy which over circuit “R1” isdistributing the energy sources, is supplied to motor 5, and is herecontrolled by throttle arrangement 100 a. For this purpose circuit “R2”will have to be controlled directly by said throttle arrangement 100 a(FIG. 1C) so as to supply motor 5 with a required power over the circuit“R1”.

In the illustrated position the current collector or remover 4 conductcurrent and voltage from power source “III”, “s1” over to the power andenergy distributing circuit “R1”.

The latter or a control circuit “R2” senses the power requirement ofmotor 5 over its central unit 100 and primarily feeds motor 5 with thepower it needs, according to the input signal on the connection orconductor 10 a, and generated output signal on the connection orconductor 10 b so as thereby to load the stationary system “III”, “s1”and supplement the power and energy requirements over battery setting“II”, “B”.

Connecting in parallel the power “III”, “s1” taken out of the vehicleexternally and the power “I”, “G” and/or “II”, “B” generated within thevehicle can here be carried out over circuits “R1” and control circuit“R2” and with the assistance of power control circuit 100.

Information about a desired speed and thereto related power of vehicle 1is supplied to power central circuit 100 over conductor 10 a, andcircuit “R1” is affected over conductor 10 b via internal circuits,which are not shown, and the function of the control circuit “R2”, andcontrol equipment 10.

FIG. 3 shows an end view of a vehicle 1, (1 b) with its downwardlydirected current collector or remover 4 in mechanical and electricalcooperation with the two live contact surfaces, as conductors, rails orstrips 4 a, 4 b associated with road portion 2 a 1′ and a connection 4 cto ground.

FIG. 4 shows an electric switching arrangement “K1”, in which roadwaysection or portion after roadway section or portion 2 a 1, 2 a 2, 2 a 3and 2 a 1′, 2 a 2′ and 2 a 3′, respectively, with their station orstations “s1”, “s2”, “s3” and “s1′”, s2′” and “s3′”, respectively, canbe activated and made to conduct power as voltage from one and the samecontrolled power source “III”, 42 over each switching means and “Switch”43 a, 44 a, and 45 a for one stretch of a roadway 2 a and 43 a′, 44 a′and 45 a′ along the opposite stretch of a roadway 2 b, depending onwhether a vehicle 1, 1 b will pass along the electrically separate butwith longitudinal tracks or grooves coordinated roadway 2 a, 2 bsections or portions.

For this a number of switches or connecting means for connecting anddisconnecting stations “s1”, “s2” . . . will be needed, wherein thisconnecting and disconnecting can occur over stationary sensors (notshown) related to the section or portion of the roadway.

The present invention is based on the prerequisites mentioned above and,in accordance with FIGS. 5 to 8, it illustrates a vehicle-related powercontrol circuit 100 and a charging system with a control circuit “R2”and a controlling circuit “R1” distributing power and energy between theavailable power circuits as well as a circuit 151, determining theinstantaneous power content of a battery setup “II”, “B”.

A power control circuit 100 comprises complex circuits and units and issimplified here in order to clarify by means of block diagrams thefunctions associated with the invention.

In accordance with FIG. 5 the invention particularly indicates that indetermining a predetermined power level lower than a power contentmaximized to the battery set up and in an occurring feed power orvoltage of the external power source “s1”, “III”, connecting thisexternal source of power via a switch 43 a, associated with the sourceof power, for primarily a supplementary charging of the battery setup“II”, “B” and/or for secondarily power and energy feeding of said motor5, over said controlling circuit “R1”, controlling and distributing thepower when the vehicle passes roadway sections or portions after roadwaysection or portion.

Connecting the external third source of power “s1”, “III” is adapteddirectly over the energy distributing and three power sourcescontrolling circuit “R1” and the control circuit “R2” to feed the motor5, solely when necessary, evaluated by the circuit 151 determining thepower content, and a supplementary charging of the battery set up “II”,“B”.

In determining a lack of feed power or voltage from the external powersource “III”, “s1” over a circuit 61, in FIG. 6, and a conductor orcircuit 161 a, in FIG. 5, and at a predetermined low level of powerevaluated by the circuit 151, determining the power content, the circuit151, determining the power level, actuates a first power source “I”, “G”belonging to the vehicle over said power control circuit 100 forgenerating a feed voltage, associated with the vehicle 1.

In determining over conductor or circuit 161 a and circuit 161 b lack offeed voltage from the external source of power “III”, “s1” and at apredetermined lower or lowest level of power, letting the circuit 151,determining the level of power, over power control circuit 100 activatea first source “I”, “G” of power associated with a vehicle forgenerating a feed power or voltage, associated with the vehicle 1.

At a predetermined lowest level of power, circuit 151, determining thecontent of power, is adapted to activate both the vehicle internal firstsource of power “I”, “G” and the third source of power “III”, “s1”,external to the vehicle.

FIG. 6 illustrates that information concerning desired power to themotor 5 is supplied via throttle arrangement 100 a to the controlcircuit “R2” and the controlling circuit “R1”. Circuit 151 senses theinstantaneous content of power of the set of batteries “II”, “B” in acircuit 161 a and determines in a circuit 161 b, which one or which onesof several roadway sections or portions that the vehicle 1 is to pass.

This information as well as the instantaneous capacity of the internalsource of power “I”, “G” and the external source of power “III”, “s1”are processed in a central unit 61 c, whose processed output signal istreated in an output circuit 61 d (circuit “R1”), which determines whichone or which several of the available sources of power is to beactivated to its full or gradual level and under which time sections.

A change of the supplied information via the throttle arrangement 100 afed in results in a calculated change in said output circuit 61 d.

With reference to FIG. 7, the latter shows a diagram of power/time validbetween the time moments t₇ and t₈, when a vehicle 1 is to pass roadsections or portions 2 a 1, 2 a 2 and 2 a 3, having differentrequirements of power.

Thus, the diagram “P1” illustrates the distribution in time of thenecessary variable power to the motor 5 of vehicle 1, in kW, diagram“P2” illustrates the level of power (here chosen constant at “t”) fromthe third source of power “III”, “s1”, the diagram “P3”, has the purposeof illustrating the varying power that battery set up “II”, “B”represents, and diagram “P4” illustrates the temper able power that thefirst source of power “I”, “G” can generate.

FIG. 8 is in a block diagram illustrating a vehicle-related powercontrol circuit 100, with conductor 100 a and a control unit 100 b.

Said circuit 100 and its blocks 91, 93 is adapted to control theactivation of each of the three power sources (“I”, “II”, “III”)controlling circuit “R1”, and the control circuit for energydistribution “R2”.

Said power control circuit 100 is related to a circuit 151, determiningthe instantaneous power content of the battery set up “II”, B.

A circuit 81 is sensing the voltage level from the external source“III”, “s1”, which is fed to the control unit 100 b.

Said power control circuit 100 is further related to a switching meansor circuit “R1”, adapted to connect the external power source “III”,“s1” to said motor 5 during time sequences when said external powersources is active.

However said power control circuit 100, its control unit 100 b and thecircuits 81 and 151 are, during time sequences when said external powersource “III”, “s1” is inactive, adapted to connect the battery set up“II”, “B” and/or a vehicles-related power generating means “I”, “G” tosaid motor 5.

Said power control circuit 100 is related to a circuit or unit 93adapted to control said switching circuit “R1” in dependency of; actualroad portion 93 a, adapted speed of the vehicle 93 b, the weight of thevehicle 93 c, and the actual power 93 d allotted said vehicle 1 via saidexternal power source “III”, “s1”.

The allotted actual power 93 d to said vehicle 1 via said external powersource “III” “s1” is distributed via an established information transferand may be based on additional information via a GPS-system.

Some of the following reference numerals have been introduced into FIGS.1 to 4;

-   -   a. 1. Vehicle illustrated as a Ford Model A.    -   b. 1 b. Truck    -   c. 1 c. Trailer to truck “b”.    -   d. 2. Stretch of a roadway    -   e. 2 a. Roadway in one traveling direction    -   f. 2 b. Roadway in an opposite traveling direction    -   g. 2 a 1, Roadway section in one traveling direction    -   h. 2 a 1′, Roadway section in an opposite direction    -   i. 3. Steering equipment    -   j. 4. Vehicle related contact means as current remover    -   k. 4 a. Electrical conductive first rail    -   l. 4 b. Electrical conductive second rail    -   m. 4 c. Roadway section related electrical conductor        (0-potential)    -   n. 4 a′, Electrical conductive first surface    -   o. 4 b′. Electrical conductive second surface    -   p. 5. Vehicle related DC-motor    -   q. 6. Support for vehicle related contact means (j)    -   r. 7, 8. Auxiliary motors    -   s. 10. Control equipment for contact means (j)    -   t. 30. Canalization for electric conductors (k, l, m.) and        including grooves (u, v.)    -   u. 51. First roadway section related groove    -   v. 52. Second roadway section related groove    -   w. 100. Power control circuit    -   x. “I”. First vehicle related power source (Generator)    -   y. “II”. Second vehicle related power source (Battery set.)    -   z. “III”, Third vehicle external power source (Ground Station)    -   aa. “F”. Driver (not shown.)    -   bb. “R1”. Energy distributing and three power sources        controlling circuit    -   cc. “R2”. Control circuit for energy distribution (Speed        control)    -   dd. “S”. Vehicle and roadways related system

The invention is of course not limited to the embodiment disclosed aboveas an example, and it can be subjected to modifications within the frameof the inventive concept illustrated in the following claims.

It should be particularly noted that each shown unit and/or circuit canbe combined with each other illustrated unit and/or circuit within theframe of being able to reach the desired technical function.

The invention claimed is:
 1. A vehicle-related charging system forpropelling an electrically propellable vehicle, by one or severalbatteries or a set of batteries constituting a second source of poweralong a roadway comprising a plurality of roadway sections, the chargingsystem comprising: “a” a plurality of roadway portions for subdividingthe roadway into said roadway sections, wherein each one of the roadwaysections comprises one or more elongated tracks or slits havingconductors introduced therein adapted to be supplied with current andput under voltage, and being connectable via a switch to one or morevehicle-external power sources, constituting a third source of power,including vehicle-external electric stations, for thereby enabling acharging of said set of batteries belonging to the vehicle, butprimarily driving the vehicle along the roadway and the roadwaysections, and “b” one or more driveable or propellable vehicles whichmay be driven by means of an electric motor or motors, with each of therespective vehicles comprising a first source of power in the form of avehicle-related power generating means, and a control circuit adaptedfor necessary distribution of power, adapted for creating a requiredpower and/or speed control, wherein said vehicle is provided on itsunderneath side with contact means displaceable up and down andsideways, in relation to the direction of transportation of the vehicle,wherein said elongated track or tracks and the conductors extend alongthe roadway and the roadway sections, and wherein said contact means iscoordinated with a vehicle-related control equipment for creating anadaptation of the contact means so as to at least offer a mechanical andelectrical contact with said conductors, wherein coordination betweenthe conductors put under voltage belonging to the roadway section andthe contact means of the vehicle occurs via coordinated currentconnectors, adapted for mechanical and electrical cooperation withrespective ones of the conductors put under voltage, wherein said firstsource of power is capable of generating a supply of power or voltage tothe motor, wherein a vehicle-related control unit is adapted to controlthe activation of each of the three power sources via the controlcircuit which controls energy distribution and the three power sources,wherein said control unit is related to a circuit adapted to determinethe instantaneous power content of the set of batteries, wherein saidcontrol unit is related to a switching means adapted to provide aconnection between the vehicle-external power source and said motor whena supply of power or voltage from the vehicle-external power source isavailable, wherein said control unit is adapted to connect the set ofbatteries and/or said vehicle-related power generating means to saidmotor, when a supply of power or voltage from the vehicle-external powersource is not available, up wherein said control unit is related to acircuit adapted to control said switching means in dependency of; thecurrent roadway section, the adapted speed of the vehicle, the weight ofthe vehicle, and the instantaneous power supplied to said vehicle viasaid vehicle-external power source, and wherein said control unit,related to said circuit, is adapted to connect the vehicle-externalpower source via said switch belonging to said vehicle-external powersource, in order to charge the set of batteries and/or to supply powerto said motor via said control circuit, when the power content of theset of batteries is at a predetermined level of power, lying below amaximum power content, and a supply of power or voltage from thevehicle-external power source is available.
 2. The charging systemaccording to claim 1, wherein the circuit determining the power contentin the set of batteries is adapted to activate said vehicle-relatedpower generating means, in order to generate a supply of power orvoltage to the vehicle, when the supply of power or voltage from thevehicle-external power source is not available, or when the powercontent in the set of batteries is at a predetermined definite low levelof power.
 3. The charging system according to claim 2, wherein thecircuit determining the power content is adapted to activate saidvehicle-related power generating means via the control circuit, in orderto generate a supply of power or voltage to the vehicle, when the supplyof power or voltage from the vehicle-external power source is notavailable and the power content in the set of batteries is at apredetermined lower power level.
 4. The charging system according toclaim 1, wherein the circuit determining the power content in the set ofbatteries is adapted to activate said vehicle-related power generatingmeans via the control circuit, in order to generate a supply of power orvoltage to the vehicle, when the supply of power or voltage from thevehicle-external power source is not available and the power content inthe set of batteries is at a predetermined lowest level of power.